Power-transmitting mechanism.



R. HERMAN. POWER TRANSMITTING -MECHANISM. APPLICATION FILED MAY 27, 1908., RENEWED JULY 5. 1910.

Patented Feb. 7, 1911.

R SHEETSSHEET Q RN 1 ll/11171:) S

R. HERMAN. POWER TRANSMITTING MECHANISM. APPLICATION FILED MAY 27, 1908. RENEWED JULY 5. 1910.

983,445. Patented Feb. 7,1911.

3 SHEETS-SHEET 2.

J7. l I a 29 29 i A X l /4 WM 22 a 1 e k \/6 M /7 f; 13 /6 /9 flab M -59 M 1L y i'd INVENTOA Afton/e315 R.HER MAN. POW-ER TRANSMITTING MECHANISM. APPLICATION FILED MAY 27, 190B. RENEWED JULY 5. 1910.

Patented Feb. '7, 1911.

3 SHEETS-SHEET 3.

mica/Meta UNITE sra ras P TENT orrroa REINHOLD HERMAN, OF CRAFTCN, PENNSYLVANIA.

POWER-TRANSMITTING MECHANISM.

Specification of Letters Patent.

Patented Feb. 7,1911.

Application filed May 27, 1908, Serial No. 435,231. Renewed July 5, 1910. Serial No. 570,394.

To all whom it may concern:

Be it known that I, REINHoLD HERMAN, a citizen of the United States of America, residing at Grafton, in the county of Allegheny and. State of Pennsylvania, have invented certain 'new and useful Improvements in PowerTransmitting Mechanism, of which the following is a specification, reference being .had'therein to the accompanying drawing.

My invention relates to improvements in power transmission mechanism, and has particular relation to devices for changing the speed or direction of rotation of a driven shaft.

The particular objects of my invention are: First. To provide a structure in which the driving and driven" shafts are operatively connected together-in a'manner to provide various changes in speed direction of movement of the driven shaft by means of a gear transmission mechanism 'movable axially with respect to the shafts and free of shaft-support. Sec0nd. To provide a gear transmission mechanism in which the shafts are substantially free from gear strains. -Third. To provide a structure in which thejgears are movable as a unitary structure wlth respect to the shafts. Fourth. To provide a structure in which the gears are arranged in a plurality of pairs fixedly positioned relatively to each other and hav- 111g common axes. Fifth. To provide a structure in which the pairs of gears are mounted in such manner that all of the pairs which are adapted to cooperate with the driven shaft are free from movement with the exception of the pair which is in oierative' engagementwith said shaft. i ixth. To provide a structure in which the gear stress will be confined to each in- 'dividual set of gears and taken up by their respective bearings, the latter having no connection with the shaft. Seventh. To provide a structure in which the gears are mounted in 'a carrier having an anal movement with respect to a casing and shafts,

the mounting. of. the gears within the carrier being so arranged asto cause the strains to be confined to the bearings of the gears and the carrier. Eighth. To provide a structure which is eompact,"durable, easy to manipulate, quickly responsive, and of relative low cost of manufacture.

To this and other ends the nature of which will be-readily understood as the invention is hereinafter described, my inveni tion consists in the improved construction and combination of parts hereinafter fully described, illustrated in the accompanying drawings, and particularly pointed out in cross sectional view taken on line 52-42 of Fig. 1. Fig. 3 is an end elevation, partly in section, of one of the shafts and a gear in operative position relative thereto. Fig. 4 is an end view (looking in the direction of the arrow pinFig. 5) of the carrier, the carrier frame and the connecting memher being omitted, the View illustrating the relative location of the reversing gears. Fig. 5 isa bottom plan view looking in the direction of the arrow m in Fig. 4.

In the drawings, 10 designates a gear casing formed practically .of two members 11 and 12, each of.;whi ch is in the form of a shell having its sides inclined, the latter being formed with flanges 13, said flanges, when the casing is assembled, being removably secured together by a suitable-means such as bolts or screws 14. Each of these .members forms a shallow dish-like structure whlch, when secured together, forms a casing chamber having its greatest width on the plane of. the flanges 13, the ends of,

the chamber being closed'by walls within which are formed bearings for the shafts hereinafter indicated. The casing is secured to a. suitable support by'means of the arms 15 having their ends formed with lateral extensions perforated for the passage ofbolts or other securing means.

17-17 designate two guides mounted within the casing members at their points of juncture (the point of greatest width of the chamber) and extending throughout the length of the casing, each of said guides being 'formedwith a V-shaped groove 17 as shown in Fig; 2. The guides 17-17 are adapted to receive the gear carrier presently described, and the complemental arrangement of the guides and easing may be such that the members ofthe casing when-secured together, will position the guides against a vertical movement without the necessity of employing securing means, but it will be understood that, if necessary, I may removably" secure the guides toeither or-both .membe'rs of the casing in any'suitable manner in order that relative movement of the I guides and easing will beprevented.

g 18 designates a gear carrier which is composedof a plurality of members secured to- 1 gether, said members having tongues formed complementally to the grooves '17. The

members of the carrier are preferablyformed as unitary structures. The membersof the carrier are each formed with bearings 20v and 21 to receive the hubs of the gears carried thereby, the bearings being for the gears cooperating with the drive orthe driven shaft, as hereinafter explained, while the bearings 21 are provided for the gears cooperating with the counter or speed-changing shaft. As shown in Fig. 1,

the bearings formed in the members are supportediby-websisaid bearings extending on opposite sides of the webs, while the tongue- -carrying portions of the'members are of greater length than the length of the bearlocated. For the ings, the construction being such that when the members are secured together the bearings are spaced from each other a distance 1 sutiicient to permit oi the passage of the f webs of the as shown'in Fig. 1. The members 18 and 18' are substantially similar in formation,

1 member ls 'diifering therefrom mainly in that it comprises but one-half of the structure shown by members 18 or 18", the member 18" having a substantially fiat surface on one'side. The member 18, as shown in v Fig, 1, differs from member 18 mainly in that said member carries the direct drive con'nectorhereinafter referred to, and is so tween it and the member 18 on one side offormed as toprovide an increased space bethe carrier, said space being also lengthened downwardly as indicated in Fig. 2. The

member 18 is designed mainly as a spacing' member to position the two main portions of the carrier relatively to each other so as ,to insure proper engagement of the parts when the carrier .is shifted. As shown in tug-the members to be Fig. 1, the members 18 and 18 at one side of the carrier'arecomplementally formed in a mannerdifl'erent from the other side, this construction being forthe' purpose of allowgethen By reason of the tying together of the separatemembers of the carrier, the latsecured or, tied to-' ter is practically unitary instructure so that. the movement imparted to either end of the carrier will cause the carrier to be moved manner. The carrier is completed by the following constructions :-'-22 and 22 designate cooperating gears located between the members 18* and 18", the hubs of said gears being mounted in the bearings 20 and 21 of said members. 23 and'23, 24 and 24,

longitudinally of the casing in an obvious and gears 25 and 25* and 25 and pinion 25,

designate sets of gears which cooperate with each other for the purpose of connecting the shafts hereinafter referredto, the gears 23,

24 and 25 being" mounted in the bearings 20 of the members 18, 18, 18 and 18, while the gears 23, 24*,and 25 are mounted in the bearings 21 of said members. The gears 25 and 25 are not geared together but are operatively connected together through ear 25 and pinion. 25, the latter having t eir axes in alinement and being suitably mounted to rotate in unison, the gear 25 beinggeared with gear 25 while the pinion 25 is geared with gear 25. Cooperating or .pairs or sets of gears areof such relative diameters as to provide different speeds of rotation of the gears 23 and 24,-while the gear 25 is given a motion in a direction reverse to that of gears 23 and 24.

26 and 27 designate respectively the drive shaft and the driven shaft, said shafts being in alinement with each other, and having their ends extending within the casing other. Each of said shafts is mounted in a bearing formed in the end' of the casing,

through which it extends, and said shafts are positioned within the casing so as to pass centrally through'the bearings 20 and the hubs of the gears carried thereby. The

drive shaft 26, adjacent its end, is provided chamber and into. closeproximity to each 9 with radially extending lugs 26*, (prefer- I ably four in number,) spaced equidistant one from another and arranged in clrcum- =ferential alinement on the shaft. Said lugs are preferably providedwith inclined faces inner periphery of the fdirect. drive connector 2,8, the size of the respective lugs being such as {to permit the lugs of one of.

the elements to enter the spaces between the lugs of the other element. 7 -The shaft 26 is also provided with' similar lugs 26?, 26 and 26", arranged in manner similar to that of the lugs 26, the several sets of'lugs being spaced from each other a predetermined distance for a purpose;presentlydeseribed. The lugs 26". 26 and 26- are adapted to be engaged with-lugs 22 formed on the inner] periphery of gear 22. The driven shaft 27 v as shownand are adapted 'to cooperate with- I I similarly positioned lugs28 formed on the.

is provided with-radially extending lugs 27. 1

positioned adjacent. the end of the, "shaft,

said lugs being adapte d to cotiperatewith the inwardly'projecting lugs 28" of the connector 28. Said shaft is also-provided with a set of lugs 27 positioned onthe shaft sub- *stantially as shown in Fig. 1, said lugs 27 being adapted to be .engaged by -the inwardly extending lugs 23*, 24, and25 respectively of gears 23, 24 and 25 when either. of said gears maybe brought to a position where its l'ugswill have a path of movement coincident with that of the lugs 27.

29fdesignates a countershaft extending from oneiend of the casing to the other,'said spectively on the gears 23, 24 and 25,

when any of said gears are brought into position'to cause an engagement between the shaft and gear lugs. The lugs 26 and 26, 26 are in alinement with lugs 29", 29, and 29 respectively, while lugs 27. are in alinement with lugs 29". As indicated in the drawings the shaft and gear lugs" have inclined faces,-these being provided to insure against-end to endlocking contact .of the lugs. As shown in the drawings, thegear lugs are of: approximately the. same length as thatof the teeth-ofthe gear on which the lugs are formed and are positioned in substantially radial alinement with the teeth. By this construction the lugs and gear teeth. of the respective sets of gears are in alinement so that when operative engagement of the lugs is had the strains will not tend to produce a rocking-effect on the gear or an unequal pressure'on the bearings of the gears. Furthermore, as shown best in Fig. 3, the peripheryof the lugs of the shafts and gears -do not extend into contact with the periphery of the opposing element, but is spaced therefrom, so that actual contact of the respective lugs-is only .had on the sides-"of the lugs and conse-, quently the only strain placed on the shafts -when the gearengagement ishad 1s a torsional one and that is reduced to a minimum owing to the presence of a plurality of lugs and the fact that the shaft is'free from all frictional engagement, thegear strains, in, eluding those produced by'the teeth strains,

being borne by the bearings 20 or21 as the case may be, and as these bearings are formed in the carrier which, in turn is supported inthe' guides17, it will be understood that such gear *stress is practlcallyftiorne by the carrier and casing and" not by ,t-he-shafts.--

referringto 1,-it'will alsobeseen that the hubs of adjacent gears are-of such a length as to extend in prox- 1m1ty to each other, but it is to be understood that there is no frictional engagement d between such hubs, the carrier members forming, spacing devices-which fixedly retain thegears against movement axially.

It will alsobe seen that the lugs of the gears are of less length than the length of the hubs, being positioned intermediate the ends of the hubs. By this construction, the

bearings for the gears are kept substan-I tially free from sediment, while spaces areformed between successive sets of lugs into which the lugs'of the shaft may pass while changingfrom one speed to another and which may form a neutral zone to stop movement of the driven shaft, when at any speed without requiring the manipulation of the gears through different speeds. It

.will also be understood that only that set of gears which may be in operative engagement with "the lugs of the shafts will be I driven, the remaining gears being at rest.

As will be readily seen, the drive and driven shafts, when the parts are in the position shown in Fig. 1, are positively connected together. bythe connector 28, none of the gears being in operation This is the direct-drive position of the mechanism and provides the high speed.

As heretofore stated, the carrier is movable in directions longitudinally of the guide .17, and these movements are providedfor the purpose of engaging and disengaging the lugs of the gears and shafts in 'such'manner as to change the speed or the directionv J of rotation of the driven shaft. Any suit-.- .able means may be employed for providing a longitudinal movement of the carrier, such ,for instance as a rod 30 mounted at-one'or.

both ends of the carrier and operatively connected-to a suitable operating leve1',,not

shown, said lever having the usual pawl and quadrant mechanism to permit of a step by step adjustment of the position of the car r1er.-

The manner in'which the several movementsof the driven shaft are obtained "are as followsi Presuming theparts to be in po: sition' shown, in Fig. 1, in which the high speed connections 5 are presented, the va-' rious changes in speediare provided by mov- 7 ing the operating lever" into successive notches sov as'to' permit the position of the carrier relativeto the shaft insuch manner that the drive and drivenshafts will have but a-sin'glexpoint or circumferential line of points in operative relation to the transmitting mechanism at any one time. With the direct-drive inoperation (the position shown in Fig. 1) a movement of the operatjing. lever the distance of I a; singleanotch "causes the'connector 28'to be? moved longi tudinally ofthe casing'in suchma-nne'r-v as between the drive and driven shafts.

and

to disengage the lugs 26 from lugs 28 thereby breaking-the positive ordirect drive If this movement of the carrier is less in length than the distance between the position of the lugs 22 shown in Fig. 1 and the lugs 26", no engagement of said lugs will be had and the shaft 26 will be allowed to'run free, none of the gears being in operation, the driven shaft being free from rotation. If the operating lever be now operated to bring the lugs 22 and 26 into operative engagement, the movement of the shaft 26 will be communicated to the shaft 29 through the gears 22 and 22*. This movement of the carrier has brought the lugs 23 and -23 into-operative engagement with the lugs 29 and 27 and thereby completing the operative connection between the drive and driven shafts through the'gears 22, 22 and 23. Further movement of the carrier in the same direction causes the lugs 22 to engage with the lugs 26 this engagement taking place simultaneously with the engagement of lugs 27 and 2a", which engagement through the various connections, serves to rotate the driven shaft at what may be termed the low speed, the engagement of gears 23 and 23, with thelugs 27* and 29 heretofore pointed out. producing .what. is known as the intermediate speed.

If the movement of the carrier. in the same direction is-continued the lugs 22 engage with the lugs 26, the drive connection between the drive shaft and driven shaft will be through the gears 22, 22 25, 25, pinion heretofore indicated. As will be readily un- -(ll'St()()(l, if the lugs of the gears are positioned at a point intermediate the lugs of the shafts, no engagement of gears and shafts will result, so that at such intermediate points the neutral or inope'ative positions of the carrier will be provided. Obviously,

in such neutral positions. the drive connec' tion between the shafts 26 and 27 is entirely broken.

As will be obvious. the movements of thecarrier may be rapid or slow as descrlbed.

the form of connection of the shafts and gears being such that free movement is had whenever the lever manipulated.

Among theadvantagcs resulting from this construction. are the following: The casing is of a minimum size and of a form readily lending itself to the prevention of dust. The arrangement of parts is such that the gear 2-5, this combination causing removed withoutseparating the relative gear arrangement, or the carrier may be removed as a unit, in addition, the carrier can be readily segregated into its gears andmembers, so that cleaning, assemblingor repairing can be readily done. The only gears in motion when the driven shaft is be ing operated are those connecting the countershaft with the drive and driven shafts, the remainder of the gears remaining stationary. The stress of each set of gears is borne by a fixed and supported portion (the carrier) and is not communicated to the shafts, thereby not only prolonging the life of the gears but also preventing crystallization of. the shafts, and by reason of the particular arrangement, the structure is practically noiseless, the fact that the gears are positively held against relative lateral movement aiding in this result.

In the present case I have disclosed a de vice'in which but a single carrier is employed. I do not limit myself to this particular arrangement, since av similar result to that obtained herein may be obtained by the use of two carriers, a structure which I have shown and described in my application filed May 27, 1908, Serial No. 435,230.

.While' I' have shown and described herein a preferred form of my invention, it is to be understood tliatvariations-in the form, ar-

raugement and operation of the parts may be made, and I reserve the right to make such changes as may be desirable ,to carry out the objects of my invention in so far as such changes may fall within the spirit and scope of my invention as expressed in the accompanying claims.

Having thus described my invention what I claim as new is:

1. Power transmitting mechanism comprising a drive shaft, a driven'shaft, a

countershaft, and a gear transmission meclv anism for operatively connecting the drive and driven shafts to provide a plurality of speeds to the driven shaft, said mechanism being movable longitudinally of the shafts as a unitary structure.

2. Power transmitting mechanism com prising a drive shaft, a driven shaft, said shafts being in alinement with each other, a counter-shaft extending in parallel relation to said shafts, and gear transmitting mechanisu'i for operatively connecting said shafts to provide a plurality 'of speeds for the driven shaft, said mechanism being normally free from contact with the shafts and movable in directions longitudinally of the shaft to provide operative contact at predeterlnincd points of the shafts. v

3. In power transmitting mechanism, a drive shaft, a driven shaft in alinement' therewith. means for forming a direct driveei-mnection between the drive and driven casin can be readily se nirated the shafts shafts. a counter-shaft )arallel with said n l a 'drive shaft, a driven 'sha therewith, means for forming a direct drive connection between the drive and driven shafts, and

shafts, and ear transmitting connections 'between the drive and driven shafts 'and'cooperating with the countershaft to provide changes in speed of the driven shaft, said direct drive and speed changing connections being movable longitudinally of the shafts as a unitary structure.

4. In power transmit-tin mechanism a 1n alinement shafts, a countershaftparallel with said ear transmitting connections between the rive and driven shafts .and 00- operating with the countershaft'to rovide changes in speed of the driven sha said direct drive and speed changing connections being movable longitudinally of the shafts as a unitary structure, saidconnections be ing normally from contact with the shafts and brought into operative contact by such longitudinal movement;

In power transmitting mechanism a drive shaft, a driven shaft alined therewith,

a direct drive connection between said shafts,

a countershaft, andv cooperating gears mounted to operatively connect the counter with the drive and driven shafts, said' gears being movable longitudinally of the shafts, operative engagement of the gears and shafts being simultaneous during the longitudinal movement.

6. In power transmitting mechanism a drive shaft, a driven shaft alined therewith,

a direct drive connection between said shafts,

a countershaft, and cooperating-gears mountcooperating gearconnections for operatively connecting the drive and driven shafts through the shaft, said'connector and the gears each having radially-extending lugs adapted to cooperate with the lugs of the shafts to provide operative engagementof the drive and driven shafts when the gears and connector are moved in directions longitudinally 0f the shafts.

8. In power transmitting mechanism, a

casing, a driveand a driven shaft extending Into said CIS1I11I1 alined relation, :1 countershaft-carried y the casing, a carrier slidably mounted within the casing in directions longitudinally of the shafts, and shaft-connecting means carried by the carrier and, movable therewith for operatively connectcasing, a drive and a driven mental means for establishin ing the drive and driven shafts either rect or through the 'countershaft.

9. 'In power .transmitting mechanism, a shaft extending into said casin in alined relation, a countershaft carried y the casing, a carrier slidably mounted within the casing in directions longitudinally of the shafts, and shaft-connectingmeans carried by the carrier and movable therewith for operatively connectingthe drive and driven shafts either direct or throngh the countershaft, said means heing normally free of contact with the shafts, I

the movements of the carrier, providing an operative'conta'ct of the means and shafts. 19. In power-transmitting and ,speedchanging mechanism, the combination with a drive and a driven shaft mounted in alinement, and a counter-shaft mounted in parallelism with said, shafts, of gear mechanism for operatively connecting the drive shaft with the counter-shaft and the counter-shaft with the driven shaft, said gear mechanism being movable longitudinally of said shafts, said mechanism and shaftshaving compleoperative connection at predetermined points in the longitudinal movement of. the mechanism, the members of said complemental means being equal in number-inthe mechanism and the shafts. y Y

11. In power-transmitting. and speedchanging mechanism, the combination with a drive and a driven shaft mounted in alinement, and a counter-shaft mounted in parale lelism witlnsaid shafts, of gear mechanism for operatively' connectin the drive shaft with the counter-shaft and the counter-shaft with the driven shaft, said gear mechanism being movable longitudinally of said shafts, said mechanism;- and shafts havin complemental means fixedly carried there y'for' e's tablishing operative connection at predetermined polnts in the longitudinal movement of the. mechanism, the members of said complemental means, being equal in number in the mechanism and the shafts.

'12. Inpowertransmitting and speedchanging mechanism, the combinationwith a-drive and-a driven shaft mounted in'alinement, and a counter-shaft mounted in parallelism with said shafts, of gear mechanism having an operative relationship with said shafts to provide an operative connection between the drive and counter-shafts and be:

tween't-he counter and driven shafts, and complemental members carried by the gears and the shafts and positioned thereon against, relative axial movement therewith for establishing operative connection therebetween at predetermined points on the shafts, said members being equal in number in the mechanism and on the shafts.

13. In power-transmitting and speedchanging mechanism, the combination with a drive and a driven shaft mounted in 'aline I number on the drive than on the driven ment, and a counter-shaft mounted in parallelism with said shafts, of gear mechanism having an operative relationship with said shafts to provide an operative connection between the drive and counter-shafts and between the counter and driven shafts, and

complemental members carried by the gears v and the shafts and positioned thereon against relative axial movementtherewith for establishing operative connection therebetween at predetermined points on t-he shafts, said members being equal in number in the mechanism and on the shafts, the number of members on the driven shaft being less than those on the drive shaft.

14. In power-transmitting and speedchanging mechanism, the combination with a drive and a driven shaft mounted in alinement, and a counter-shaft mounted in parallelism withisaid shafts, of gear mechanism having an operativerelationship with said shafts to provide an operative connection between the drive? and counter shafts and between the counter and driven shafts, said mechanism including a plurality of gears in co'o'perating relationship and free from relative axial movement, and a plurality of com-' a drive and a driven shaft mounted in aline-' ment, and a counter-shaft mounted in parallelism .with said shafts, of gear mechanism having an operative relationship with said shafts, to provide an operative connection between the drive and counter shafts and be: tween the counter and driven shafts, said mechanism being movable longitudinally of the shafts, and operatively connectible with the shafts at a plurality of predetermined points in the longitudinal movement of the mechanism, said points being greater in number on the drive than on the driven shaft.

. 16. In power-transmitting and speedchanging mechanism, the combination with a drive and a driven shaft mounted in alinement, and a counter-shaftmounted in parallelism withsaid shafts, of gear mechanism having an operative relationship with said shafts to provide an operative connection between the drive and counter shafts and between the counter and driven shafts, said mechanism being movable longitudinally of the shafts and operatively connectible with the shafts at a plurality of predetermined points in the longitudinal movement of the mechanism, said points being greater in shaft, the connection of the mechanism andshafts being limited to a single point on each of the drive and driven shafts within the. limit of longitudinal movement of the mechanism. 7 j 4 17. In power-transmitting "and speedchanging mechanism, the combination with a drive and a driven shaft mounted in alinement, and a counter-shaft, of, a plurality of gears in operative relationship and-free from relative axial movement, said gears being mounted relative to the shaftsin' a manner to permit operative connection between the drive and counter shafts and'between the counter and driven shafts, and complemental' engaging devices carried by the gears and the shafts for. operatively connecting the gears and shafts-jtodrive the driven shaft through thecounter shaft, said engaging devices on the shafts being fixedly positioned relatively thereto in corres ending positions on the drive and counters afts and counter and driven shafts, thecorres onding'devices 1 on the drive and counter sha s being greater in number than the complemental devices operable in connection withthe counter and driven shafts.

18. In power-transmitting and' 'speedchanging mechanism, the combination'with a 'drive and driven shaft mounted inalinement, and a counter shaft, of means 006;

crating with the counter-shaft for opera tively connecting the drive and driven shafts, the points of possible operative connection being spaced from each other longitudinally of the shafts at permanent pre eterinined distances, the active connection of the shafts being limited to a single point onthedrive and driven shaftsi 19. In power transmitting. and. speed.

changing mechanism, the combination with a drive and driven shaft mounted in aline-v ment, and a counter shaft, of means cooperat-ing with the counter-shaft for operatively connecting the drive and driven shafts, the points of possible operative connection being spaced from each other longitudinally of the shafts at predetermined distances and being greater in number on the drive shaft than on the driven shaft, the active connection of the shafts being limited to a single point on the drive and driven shafts.-

20. In power-transmitting and speedchanging mechanism, the combination with a drive and driven shaft mounted in alinement, and a counter shaft, of means cooperating with the counter-shaft for operatively connecting the drive and'driven shafts, the points of possible operative connection being spaced from each other longitudinally of the shafts at permanent predetermined distances, the active connection o-f'the shafts being limitedto a singlepoint on thedrive and driven shafts, the number of points on the drive shaft at which connection may be made being equal to the number of speed changes of the mechanism provided through the counter-shaft.

21. Inpower-transmitting and speedchanging mechanism, the combination with a drive and a driven shaft, of means for operatively connecting said shafts during movements of the means longitudinally of the shafts and at pre-determined points within the limits of such longitudinal movements, the number of points on the drive shaft-at tion with either shaft excepting when in'position at such predetermined points.

In testimony whereof I afiix my signature in the presence of two witnesses.

REINHOLD HERMAN.

Witnesses GILMORE VHERMAN, ERNEST PAYNE. 

